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A baby blue BMW R100, a brilliant orange Ducati 900SS, and a murdered-out Harley Street scrambler. It’s all about the color this week.

Ducati 900SS by CC Racing Garage World Ducati Week is a three-day celebration of Bologna’s absolute best, and Ducati’s way of giving thanks back to fans. Three days will always be four short of a week, but there is no shortage of custom Ducs making the pilgrimage to Misano.

One that stole the show—and brought home some hardware—is this 900SS from Rome’s CC Racing Garage. You’ll be forgiven if you lose the next 10-15 minutes poring over the weld work on that exquisite slash-cut exhaust, but be sure to poke around elsewhere, too. The tank and tail are a meticulously sculpted one-piece unit that ride high in comparison to the low-slung headlight shroud. The Showa forks were completely rebuilt, and an Öhlins unit was installed out back to keep things planted. Speaking of, the Marchesini wheels are from a 1988 World Superbike Ducati 888… [More]

BMW R100 by Sinroja Motorcycles Turning your back on a salaried position to open a custom bike shop is the stuff of both dreams and nightmares. It takes talent, charisma and an irrepressible work ethic—exactly the traits we’re seeing from brothers Rahul and Birju Sinroja of Leicester, England.

Working closely with their client, Sinroja Motorcycles were asked to deliver a BMW airhead in the brat café style, rolling on Down & Out-sized rubber. The R3 Racer not only ticks those boxes—it hammers out a few others as well. The stance defies convention with its tail in the air—but the aggressivity is refreshing, helped by the Yamaha R1 front forks fitted to custom yokes.

To make sure it delivers on its intentions, the R100 boxer engine has been completely rebuilt to ‘zero hours’ status. And its finish is second to none—the cases were aqua blasted before repainting.

A move to a new shop took place mid-build on the R3, but with more space and another satisfied customer, we’re guessing the R4 follow-up will be even more spectacular. [More]

Kawasaki Ninja 650 by Smoked Garage The Ninja isn’t exactly the first bike that comes to mind when musing about donors for a cafe racer build. We tend to focus on bikes with a more classic aesthetic, not those built to appeal to the racers-in-training. But surprises like this are exactly why the custom world is so mesmerizing, especially when we look to Indonesia.

This isn’t the first time Bali’s Smoked Garage has turned the tiny Ninja into a masterpiece. Their Bronco would have you questioning the logic behind the $190,000 auction bid on a Lotus C-01. And their latest Ninja, the ‘Sublime’ we see here, is yet another stunner.

Every mold-injected piece was quickly removed in favor of hand-formed aluminum bodywork. The drawing board originally called for a single-piece seat and tail unit, but the idea was scrapped due to sizing issues—and an intricate three-piece unit was fitted instead. The rad covers and belly pan add visible ballast to the front end, but I don’t think the bike suffers for it.

The hand-turned brass and aluminum bushings and caps were a labour of love, but it’s the paint that is the standout. It took the Smoked lads over two weeks to get it right, and it was worth the wait. [More]

Harley-Davidson Street 750 by Little Horse Cycles Whether it’s ‘lifestyle’ or riding style, there’s no denying the appeal of scrambled rides at the moment. Most recently, Yamaha scored some impressive points with their well-thought out SCR950. But we reckon this scrambled Harley Street 750 would give it a run for its Red Wings.

Built by the capable hands at Portland’s Little Horse Cycles, this is more than a simple knobby-swap. In fact, the wheels themselves used to call a KZ650 home, which helped Andrew Cornellison and his team by moving away from the Harley Street’s tiny 16-inch rear—and set things up for a chain drive conversion. To make that work, the search was on for a front sprocket that would play nice with all parts. Surprisingly, it was found and poached from a Ducati Multistrada.

There’s also a custom triple-tree to shed some heft up front, and the rear subframe has been re-worked along with a hugger style rear fender. The package certainly looks the business in our eyes—and from what we hear, handles Oregon’s sand dunes quite readily too. [More]

Yamaha XV1000 by Sol Invictus Motorcycle Co. Greg Hageman is the authority on turning Virago cruisers into rolling works of art. If you’ve got an XV yearning to be made over, turn to Greg for inspiration.

That’s exactly what Adriano, the Australian owner of this 1982 XV1000, did. With help from Sol Invictus Motorcycle Co., he’s turned his 1982 monoshock XV into a classy vintage-style café racer. Even the smallest nuts, bolts and washers were stripped down to bare metal, and the frame was sandblasted and powdercoated. The tank is from a 1965 Benelli and fits the build profile perfectly. Upgrades to suspension come in the form of Yamaha R6 components at both front and rear, which turn this cruiser into a bona fide carver.

A set of Mikunis is now fixed atop the intake to feed the big twin. And after a mishap involving leftover sand from blasting the frame, the engine was bored out to fit bigger pistons… It was a mistake worth making though, as Adriano’s XV now goes as well as it shows. [More]

Glemseck 101 is just around the corner. Set in southern German town of Leonberg, it’s a two-wheeled celebration of gasoline and good taste.

It also attracts some of the most outrageous customs on the planet. We’ve seen everything from turbocharged boxers to fire-breathing Yamaha XJRs. But a 350cc Jawa with a steampunk vibe? Now das ist different.

This is what Berlin-based Urban Motor have built for their entry into Glemseck’s inaugural Essenza sprint.

Sixteen teams will compete—a mixed bag of manufacturers and custom builders. The bikes are limited to two cylinders and a 1200cc maximum.

But it’s as much about style as it is about speed. A panel of judges—and a public vote—will determine the best-designed bike, to be crowned alongside the fastest.

No prizes for guessing which category Urban Motor are gunning for. With a whopping 18 horsepower on tap, this little 1964 Jawa 350 will be racing against 21st century machinery like the BMW R nineT and Triumph Thruxton R.

We love the elegant minimalism at play here, which belies the inordinate amount of work that went into the build. Everything wrapped around the Jawa’s two-stroke mill is—quite obviously—completely custom-made.

“If essence is the key, then we want to do it right,” says Peter. “We want to make a statement.”

Urban Motor tossed all but the engine, before building a whole new chassis from steel tubing. The design of the alloy bodywork was a collaboration with Marven Diehl of KRT Framework, who fashioned the metal himself.

Marven was also responsible for the Jawa’s quirky front suspension design, with its integrated handlebars. And no, we don’t know how it works.

On the engine side, Urban Motor have installed a Jikov carb, and fabricated a pair of short, graceful exhausts. With no need for lights or turn signals, the wiring’s been stripped down to the bare essentials.

The Jawa now weighs a svelte 90kg, with finishes as tasteful as its silhouette. Sven van den Brandt handled the only paint on the project: a touch of matte gold on the forks and swingarm.

The grips are wrapped in leather from Red Wing, and the seat was made to spec by C. Benda. There are some smaller details to digest too: from the exposed throttle assembly, to the direct-mount rear sets.

This story is long overdue. Mostly because the best customs are never finished, and I’m not sure if this bike is finished or not, so I’d decided I wasn’t quite ready to tell the bike’s story, but then Ross gave me a slap and told me to pull my finger out. It has been over a year – so I guess it’s time to begin, and see where the tale leads…

Now I think about it, all my bikes start with a similar brief… “I want a bike that I can use everyday, but then maybe on the side I’d like to take it flattrack racing / motocrossing / on a track day / across a continent.” It’s a bit like my endless quest for the perfect leather jacket that I can wear on a bike, in the rain, that looks like a cool casual jacket down the pub with my mates. This just means I have about 8 jackets, and if I could afford it I’d have as many bikes too – because at the end of the day, none of them can really do it all.

“I want a road bike that I can race at Dirt Quake but it mustn’t be too pro or proper, and should be totally practical on the roads in London. Or Biarritz. Or maybe on the B1056 to Finchingfield.”

This impossible brief fell to Will at Café Racer Customs, who sadly closed their workshop last year. I’d always wanted a W650 as the base because I really like the old US Triumph parallel twin flattrack racers, and in my wisdom I decided that the lighter new W was a better donor than either a heavy Hinckley Trumph or an old pre-Hinckley Triumph that would break down all the time and leak oil on my fictitious driveway.

Will also knew better. Having ridden a few Kawasakis he thought I’d find the W650 a bit gutless so I needed the 800. What we hadn’t bargained for was how much harder this would make the build. The 650 has carbs and a kickstart, while the W800 has a leccy boot connected to all the joyous electronics of FI, including sensors, fuel pumps, and a CAN-Bus link to the clocks.

The donor bike was a super clean 2011 bike that had been garaged with only 1800 miles on the clock and a full service history. It was expensive at £5250, but mint, and I wanted something reliable and decent to start with. My ambitions for the build were actually pretty modest, as I like the standard W design.

Keep the frame, brakes and forks but re-lace the hubs to a pair of flattrack sized rims. The tank could stay, but lose the badges and fill the holes for a respray. The standard clocks were already neat and slim, and the airbox could remain but I wanted new side panels. The subframe could also stay, with maybe a rounder rear loop to hold a new seat (flattrack style, but good for two-up), and then we’d just need a one-off stainless 2-into-2 single-sided exhaust system with loud reverse cones. There were loads of examples to look at, from James Whitham’s W650 to the early Deus builds.

It all looked easy, relatively inexpensive to do, and hopefully in plenty of time to ride the bike at the Distinguished Gentleman’s Ride. But CRC wanted to showcase their skills to the fullest so Will asked if he could add a few upgrades… Air shocks, a whole new subframe (flatter, narrower, higher), lose the airbox and swap for pod filters, fit a minisucle Li-Ion battery into a tiny hand-folded box under the seat, polish the cases back to the metal, fit a Koso uber-mini speedo, Power Commander, a change to the bar-riser angle, new bars, and finally – an XS650 tank. The list of clever mods grew and grew. Being a typical, wide-eyed bloke, all I could do was nod and drool, but it was going to cost a lot more than planned and take longer than I wanted.

I visited CRC weekly, partly to see what was going on or to drop bits off, but mostly to give Will and his crew the hurry-up so I could get it finished before the summer was to end. I think it’s fair to say that Will had bitten-off a little more than he had time to chew as they had plenty of other custom builds going on at the same time, so the project seemed to drag on and on. But as the weeks went by, the work progressed. I was well impressed by the kit at CRC’s Wembley workshops, with proper frame jigs, mandrel benders, English Wheel, lathes and milling machines. The new subframe was millimetre perfect and looked factory, with integrated LED tail lights and a hand-rolled stainless steel integrated rear fender. The pipes were also things of great beauty, all crafted in-house on a massive Huth pipe bender.

The mods were plentiful, but Kawasaki did also provide us with lots of good kit worth keeping. The brakes were acceptable for such a light bike (especially minus another 20kg) and the levers and switches were super-neat. The engine is a lovely piece of modern design and even items like the simple footrests were keepers.

The big pain in the arse was that tank. I actually quite like the original W800 tank. It looks huge on the standard bike because of the massive chromed badges, but when you remove those (there are holes to fill) and respray they are actually a nice shape and suit the stance of the bike really well. Changing to an XS650 tank meant re-mounting the fuel pump and modifying the frame to an extent where there was definitely no going back. With a paint-job by the very talented D-Luck, it looked superb mounted on the bike. However, not only did I end up with only 12 litres total capacity but because the fuel pump was now side-mounted due to internal packaging issues the first 4 litres were un-pump-able, so I was left with with just 8 useable litres and around 55miles between stops. To add to that inconvenience the thermistor switch which indicated low fuel was now side-mounted, giving the ECU conflicting messages about actual capacity remaining. So, 55 miles to being stranded was now the norm. Bugger. Best get used to resetting that trip meter…. So much for keeping all the mod cons.

With black rims, black frame, black yokes and swing-arm the engine’s bright metal work and classic AMA flattrack inspired paint on the tank stand out perfectly. The seat, courtesy of the upholstery wizard Glenn Moger, looks very cool and is comfy for one or two. The Falcon shocks originally destined for a grasstrack racer are sublimely smooth on the road, and work well on the dirt track, generally speaking the bike is a huge success.

My biggest disappointment was the standard engine. The W800 isn’t slow or gutless, but Kawasaki have managed to build an 800cc parallel twin that feels very sedate even when it’s going like the clappers. Side-by-side with my Triumph T100 the bikes are actually neck and neck on acceleration, but for some reason the Kwacker feels less powerful. Will’s view was “too little overlap in the valve timing” and pronounced the need for “lairy cams”. I know that a Japanese outfit supply hot cam kits for the W650 and I’ve heard these might work in the 800, but because the bike is also very light and manouvreable it’s lack of obvious punch has been offset by it’s supermoto flick ability and I’ve never got around to fiddling with it. Proper dyno time could help, but at the end of the day the bike does deliver. (I’ve probably been spoiled by litre twins).

I did have a chat with Chris at X-Bikes who is the king of big twins, and he knows the Kawasaki ECU very well, but his suggestion of a switchable map for road vs flattrack racing set me thinking. I assumed the Track setting would be punchy and quicker than Road but Chris actually suggested a softer map for racing, with a flat 40bhp to keep useable power as even as possible across the rev range when sliding on the dirt. The more I thought about it, the more the flat power delivery already on-tap might seemed to be just right.

The DG Ride came and went and the bike got a huge amount of positive comments and appeared in loads of photo albums, but the big test was ahead of us. First a winter of mild commuting duties in the wet, and then Dirt Quake the following summer.

Over winter the bike didn’t get heavy wet-weather duties, but it did do some cross-city grunt work in the drizzle, and true to it’s modern level of finish the Japanese bike cleaned-up like new. There were a few hiccups along the way. The one challenge to the build was cramming the electrics, battery, Power Commander and Koso control unit into such a small box, removing the seat was something akin to taking the back off a mainframe server at Google. The inevitable gremlins were ironed out and perhaps one day a bit of extra snipping and splicing might not go amiss.

…But, more importantly, how would it fare at Dirt Quake? After all, what’s the point of designing a tracker inspired bike without putting it to the test.

With such smooth and predictable drive, the W was actually perfect for Dirt Quake. It was definitely at home in the street tracker class, as the mild power and road manners would have been out-classed by anything specifically built to race, but in the company of other street trackers, and fitted with proper Dunlop K180 tracker tyres, she made me look better than I deserved. I ended up second in the B group. A more talented rider could have kept up with the front of the pack in the A-group, but with no practice, very little previous experience (just DQ the previous year) and riding without a steel shoe I felt like the W was exactly what I needed for the task. The bike also did me proud again at this year’s event.

So, in summary, I got a lot more than I originally asked for, but I also got a bit less too. The bike is possibly the perfect city commuter with attitude, and despite it’s slim, light-weight build it’s plenty strong enough for two-up riding. It’s like a nimble, retro supermoto with looks that attract a lot of positive attention from pretty much everyone. The fact that it combines these notable talents with decent off-road, foot-out sliding is actually quite remarkable, so big boxes have been ticked. The one thing I have regrets over is the tank range and lack of fuel light, as this is also a perfect bike for carving up the mountains around Biarritz and Wheels & Waves, but I think I’d spend half the trip checking out local filling station locations and opening hours. Maybe I’m over reacting, as my KTM LC4 was no different, but this build was meant to be the practical one.

The last chapter isn’t quite written. I’m planning a bigger version of the build story for print, with more detail on the commissioning process and over a year of living with a pretty full-on custom build on road and track. There are also a few changes I’d still make, perhaps a number board style headlamp setup, and for peace of mind I’d take another quick look at that busy loom.

But – I also have a few too many bikes and they’re all a large capacity twins. One has to go, so I think this lovely machine might soon be on the Bike Shed Classifieds to be passed on to someone who can take her to the next level.

The rule of three, or “omne trium perfectum” as it was first written in Latin, supposes that everything that comes in threes is perfect. As to whether it’s an old wives tale or a rule to bank on you’ll have to be your own judge – but when it comes to this devilishly delicious, race-inspired MV Agusta Brutale RR – also known as the ‘AgoTT’ – the threes just keep piling up. Built at ‘AgoTT’ MV Agusta Brutale – Deus Ex Machina appeared first on Pipeburn.com.

Not all custom BMWs are airhead boxers: The classic four-cylinder K-series is gaining a cult following. But tearing into a more modern K takes a special kind of nuts.

So let us introduce you to the Spanish outfit Pan Speed Shop. They’re fresh on the scene, which is why the name won’t ring any bells. But you might know the co-founder, Efraón Triana. Until recently he was the head wrench at Cafe Racer Dreams.

CRD are one of Europe’s most prolific shops, with customers lining up around the block. And many of those customers are after the same thing: CRD’s gorgeous signature style, often applied to a BMW.

This sort of bread and butter work keeps the lights on—but Efraón was seeking riskier pastures.

“I decided to leave CRD so that I could evolve, and create different concepts,” he tells us. “The BMW R100s were too many!”

So he’s partnered with friends Peter G. Tapia and César Serrano, and opened Pan Speed Shop in Madrid. This outlandish 2004 model K1200S is Pan’s first build, and what a debut it is—with the looks to match its blistering 165 horsepower performance.

“I wanted to make a machine with the appearance of having its own consciousness,” says Efraón. “She should convey movement—even when standing.”

Called ‘Meka,’ this K has been stripped of all its bodywork, revealing the quirky German engineering lurking beneath. For those not familiar with the K1200S—yes, that weird front suspension setup is OEM. Pan simply upgraded it with a Hagon shock.

But they left the main frame, wheels and ABS brakes standard. A wise move, considering the K1200S packs a Hayabusa-style punch.

“I wanted to take advantage of the technical features of the original motorcycle and performance,” he explains. “I never wanted to undo the work done by the engineers at BMW. I do not know more than them.”

Efraón had no qualms about undoing the BMW design team’s work though. He spent countless hours hand-shaping completely new bodywork for the K1200S, drawing heavily on science fiction influences.

The new panels are aggressive and angular, often exposing moving parts that used to hide behind a fairing.

The tail section—perched atop a custom-made subframe—houses a military-inspired seat, and a discreet LED taillight. But it’s the headlight arrangement that really catches the eye.

Dual Xenon lights are mounted in a hand-made housing. They’re hidden by a pair of blinds that open automatically when the bike is switched on, thanks to small electro mechanical actuators.

Efraón rewired the bike around a Motogadget m-Unit controller. It’s housed just above the headlight, underneath a transparent cover. The turn signals are custom-made too: LED strips that flank the headlight.

Moving to the cockpit, Pan installed a digital dash and push buttons from Motogadget. They even went to the trouble of adding icons to the buttons, to help the rider figure out where everything is. The controls have also been upgraded to Brembo.

Take a peek in between the frame and bodywork, and you’ll notice the airbox has been replaced by K&N filters. The exhaust is a complete one-off—designed by Pan, and executed by Escapes GR.

There’s a lot of detail to absorb here. Take the exhaust, for example: the fins on the outlet are mimicked by a set of fins further forward, just behind the belly pan panels.

Special attention’s gone to finishes too, with every part treated to either a raw or distressed effect. All in all, it looks like the sort of bike Master Chief would carve canyons with on the weekends.

The scene is flooded with bikes that re-hash the same old formulas. Seeing a builder rise above the humdrum of the usual styles to build something truly original has us excited—and hopeful.

The only remaining question is: how long until we get to see the next Pan Speed Shop project? The anticipation is killing us.

Sometimes bad luck can be just the measure needed to spur life onwards with greater momentum. Marlon Jeavons turned up at Bike Shed London 2016 with a brace of bikes built as part of his new venture Marlon Motorcycles, one being the previously featured CX500 (click here) and the other was this CJ750.

Marlon’s dad had been enjoying a Honda XR400 supermoto until some scumbags stole it “He asked me to find him something completely different, something vintage maybe? I had recently made him grandad and he thought he should have a bike that better reflected his new status! The only limitation was the £1800 the insurance company had paid out, other than that I had a free reign.”

A budget that punitive wasn’t going to stretch to a donor of European or Japanese origin so Marlon had a sniff around eBay’s bountiful listings and unearthed a 1959 CJ750. The Chang Jiang is mechanically similar to a Ural or Dnepr, which both deprived post war from the BMW R71. Marlon looked beyond the bolt-on paraphernalia and saw an intrinsically decent bike beneath. A trip to Wales secured the purchase and within hours of it’s return to the Marlon Motorcycles Buckinghamshire HQ the CJ was stripped and his hunch had been proved to be a good one.

Seeing as grandpa Jeavons wanted a ride with a vintage feel patina would be embraced and preserved so Marlon sourced secondhand parts from auto jumbles and of course, the eBay. Everything else had to be fabricated. Any new parts were given an ageing treatment to help them blend in and maintain a low-key look and feel.

Although the bike was sold as a runner, it soon transpired that such descriptions differ from one person to the next. The only solution was a full engine rebuild, which proved just as challenging in parts sourcing as it did putting the thing together without instructions or previous experience of this power plant. Not a problem for Marlon, he’s a trained Aston Martin Works Technician.

Jeavons Snr really got into the spirit of this period build and insisted on a few extras, the vintage brass car horn will keep the MOT man happy (not that a pre-1960 vehicle needs one in the UK) and there’s a pocket watch set into the tank which connects to the ignition key.

Burly trials rubber adds to the dispatch rider aesthetic and suggests a slight whiff of off-road potential. After all, During WW2 the CJ750’s ancestors would have spent the majority of their service crossing some of the most inhospitable terrain possible. Marlon loves the incognito appearance, saying “The original bike was never branded; no tank badges, no markings on the engine casings, absolutely nothing to identify its maker. I thought this was pretty cool, it created intrigue. When my friends came round to see what I was working on the first question was always ‘what is it?’. However, I felt like it had to have tank badges. I eventually decided on stars as they reflect its Chinese origins but can also me misconstrued, adding to the confusion!”

“Now the bike is complete it’s a daily rider for my Dad, he loves it! Wherever he takes the bike it always attracts a gaggle of enthusiasts trying to outdo each other with their ‘guess the make’ suggestions. They never get it right… it remains an enigma.”

Seeing Marlon and his dad at our show exhibiting a pair of custom bikes was a perfect reminder of why Bike Shed became to be. A young man following his dream to earn a living and support a young family by customising bikes, and taking a commission on from someone who’d surely be a hard customer to please, all on the tiniest of budgets. That’s surely as important to the scene as a big dollar mega-factory-build.

There are literally millions of two-wheeled machines on the streets of Thailand, with the market dominated by a huge variety of scooters and low capacity commuter bikes. With 15 million people living in the Greater Bangkok area it makes for the perfect form of transport, if not more than a little dangerous for the uninitiated foreigner. But where the streets of LA and London have been home to vintage-tyred, old school styled Cafe Racers for decades, in Thailand it’s not just a case of what’s old is new again, it’s simply never been seen before. For the huge motorcycle megastore ‘15 Triumph Bonneville – K-Speed Customs appeared first on Pipeburn.com.

Before, during, and after, only one thing matters: how does it make you feel? Tech specs can never do a motorcycle justice. The ride is the product.

How I felt about the 2017 Yamaha SCR950before was erased during. And how I felt after can be wrapped up in a word: hooked. This is the story of a changed mind.

Before, I felt the obvious: the SCR950 doesn’t look like the scrambler of my dreams. That one has high pipes. It’s less visually dense all the way around. And its parts would be all tucked into a minimalist display that makes you want to go find a mountainside.

So the first thing I’d want to do as an SCR950 owner is lighten it up, in both weight and looks—remove the air box, then swap out the 2-into–1 pipe, indicators, and anything else I could come up with.

And, of course, the showroom version comes with what I like to call ‘giant bubble parts’—a de facto truth for stock bikes. In this case, that means plus-sized pipes and big ol’ turn signals and mirrors.

I also felt like the bike’s weight was a question mark. Could something that hits 547 pounds (248 kg) and packs a 942cc V-twin take a road like the little ruffians half that size? (For comparison, Triumph’s stock version sits in the neighborhood of 450 pounds). And could a bike that looks more like a Sportster than a trail-junkie scratch that scrambler itch?

The during changed everything. Once I met the SCR950 and spent 110 miles or so with it on the super-twisty pathways of Julian, California, my outlook evolved. Because of how the bike made me feel.

After the first minutes of getting used to the thing, it showed itself off in a thousand ways. It whipped from 30 mph to 80 mph in a heartbeat, and decelerated just as gracefully. This was key: Its low-end torque made it able to climb, drop, and climb again without ever breaking a sweat.

I scrambled for miles in second gear and never once felt the need to shift. There was also enough squish in the suspension (a telescopic fork in front with dual piggyback shocks in the rear) to keep things generally smooth—with the exception of the occasional hard-hitting pothole, but that would brace you on any bike.

By day’s end, I’d taken it around several dozen tight turns, a few miles of dirt, and a good 25 miles or so of back-and-forth on a goat road turned into a semi-paved single-lane made mostly of potholes and patches of gravel and dirt on the edge of a cliff. The bike never felt for a second like it was working. It did everything I asked without even raising its pulse, and seemed to do so without any real effort on my part.

Tight turnarounds could be iffy, that said, unless you can keep a foot firmly planted on the ground. Most of the bike’s weight is in its lower half, so I found myself muscling it back to vertical on a couple of occasions—while attempting a U-turn on a hillside, for example.

On a critical note, the SCR950 likes to jump when popped into gear from a stop, a fact that caught me off-guard every time. And the foot peg position can be both good and bad: bad because it was far too easy to whack my shins into them at rest, and good because they meant I could stand straight up when in scrambling mode.

At higher speeds, a noticeable whirring sound showed up, presumably due to wind riding through the underside of the fuel tank. There was also a slight buzz in the engine during hard acceleration. But none of this affected the performance; this horse sped up on demand, and responded as if it was hardwired to my thoughts.

While the low, upswept pipes break from scrambler purism—even Yamaha’s own tradition, in many cases—they never touched ground on tight bends or over eroded asphalt.